NURS: Nepal Urban Roads Standard 2071

NEPAL URBAN ROADS STANDARD 2071

CONCEPT PAPER

Kathmandu, February 2015

DRAFTFor comments

Abbreviations

AADT Average Annual Daily Traffic

AASHTO Association of American State Highway and Transportation Officials

DUDBC: Department of Urban Development and Building Construction

DOLIDAR: Department of Local Infrastructure Development and Agricultural Roads

DOR: Department of Roads

DRO: Division Roads Office

Eav: Average illumination

Emin: Minimum illumination

KVDA: Kathmandu Valley Development Authority

KVMP: Kathmandu Valley Mapping Programme

h Hour

IRC Indian Roads Congress

km kilometer

kN: kilo Newton

LED: Light Emitting Diode

m Meter

NRS Nepal Roads Standards 2027 (rev 2070)

NRRS Nepal Rural Roads Standard 2055 (rev 2069)

NURS: Nepal Urban Roads Standard 2071

ORN Overseas Road Notes

PCU Passenger Car Unit

ROW: Right-of-Way

s Second

SRN Strategic Roads Network (constituted of National Highways and Feeder Roads)

SSD: Stopping Sight Distance

TSM: Traffic Sign Manual

NEPAL Urban Roads Standard 2071: Concept Note ii

Table of ContentsAbbreviations............................................................................................................................................... i

Development of Concept................................................................................................................................ 11. Overview.............................................................................................................................................12. Issues in urban road development.....................................................................................................23. Legal and policy framework................................................................................................................24. Hierarchical requisites........................................................................................................................ 35. Past attempts......................................................................................................................................3

Proposed Standards....................................................................................................................................... 11. Objectives........................................................................................................................................... 12. Legal background............................................................................................................................... 13. Definition.............................................................................................................................................14. Guiding principles............................................................................................................................... 15. Road classification..............................................................................................................................25.1. Path................................................................................................................................................ 25.2. Sadak............................................................................................................................................. 45.3. Marg............................................................................................................................................... 65.4. Galli................................................................................................................................................ 65.5. Padyatru Kshetra............................................................................................................................75.6. Cycle Lane......................................................................................................................................76. General Design Principles..................................................................................................................76.1. Speed............................................................................................................................................. 86.1.1. Relation among speeds..............................................................................................................86.1.2. Acceleration and deceleration....................................................................................................86.2. Traffic............................................................................................................................................. 86.2.1. Standard Vehicle........................................................................................................................ 86.2.2. Capacity of carriageway............................................................................................................. 96.2.3. Capacity of Cycle Lane...............................................................................................................96.3. Space............................................................................................................................................. 96.3.1. Carriageway............................................................................................................................... 96.3.2. Cycle Lane................................................................................................................................106.3.3. Sidewalk................................................................................................................................... 116.3.4. Median......................................................................................................................................116.3.5. Shoulder................................................................................................................................... 116.3.6. Parking Lanes...........................................................................................................................116.3.7. Bus Stops................................................................................................................................. 116.3.8. Taxi Stand................................................................................................................................ 126.4. Sight Distance.............................................................................................................................. 126.5. Horizontal Alignment.................................................................................................................... 126.5.1. Camber and Superelevation.....................................................................................................126.5.2. Setback.................................................................................................................................... 136.5.3. Clearance to structure.............................................................................................................. 136.5.4. Transition curve........................................................................................................................ 136.5.5. Widening of carriageway on curves..........................................................................................136.6. Vertical Alignment.........................................................................................................................136.6.1. Gradient....................................................................................................................................136.6.2. Vertical curves.......................................................................................................................... 146.6.3. Vertical clearance.....................................................................................................................14

NEPAL Urban Roads Standard 2071: Concept Note iii

6.6.4. Road level.................................................................................................................................146.6.5. Height of kerbs......................................................................................................................... 146.6.6. Co-ordination of horizontal and vertical alignments..................................................................146.7. Road Crossings............................................................................................................................ 156.7.1. At grade crossings....................................................................................................................156.7.2. Overpass.................................................................................................................................. 156.7.3. Underpass................................................................................................................................ 156.8. Provision for the Special Users.....................................................................................................166.8.1. Ramped Sidewalks...................................................................................................................166.8.2. Tactile paving........................................................................................................................... 166.8.3. Signal with buzzer.................................................................................................................... 166.8.4. Pedestrian refuge..................................................................................................................... 176.9. Location of Utilities....................................................................................................................... 176.9.1. Water pipes.............................................................................................................................. 176.9.2. Electrical lines...........................................................................................................................176.9.3. Other cable lines.......................................................................................................................186.9.4. Provision for future utilities....................................................................................................... 186.9.5. Side drain................................................................................................................................. 186.10. Traffic Management Elements......................................................................................................186.10.1. Hump for traffic calming............................................................................................................186.10.2. Rumble Strips for traffic calming...............................................................................................196.10.3. Signs for traffic management....................................................................................................196.10.4. Road markings......................................................................................................................... 196.10.5. Road name plate...................................................................................................................... 196.10.6. House number plate................................................................................................................. 196.10.7. Restriction on commercial sign boards.....................................................................................206.11. Street lighting................................................................................................................................20

Table of TablesTable 1: Urban road hierarchy........................................................................................................................3Table 2: KVMP Classification of urban roads.................................................................................................4Table 3: KVMP provisional standard for urban roads.....................................................................................4Table 4: Category of roads and speeds..........................................................................................................8Table 5: Reference traffic capacity for different road width.............................................................................9Table 6: Reference capacity of Cycle Lane....................................................................................................9Table 7: Carriageway widths.......................................................................................................................... 9Table 8: Camber and superelevation for urban roads..................................................................................12Table 9: Illumination requirements................................................................................................................20

Table of FiguresFigure 1: Provisions made for urban roads in Nepal Road Standards 2027...................................................3Figure 2: Typical Path with median strip (to be trimmed to provide deceleration lane) and additional space.3Figure 3: Path with expressway in the middle and service roads on either side.............................................3Figure 4: Path with lanes at different grades..................................................................................................4Figure 5: Typical Sadak cross-section............................................................................................................4Figure 6: Use of existing pavement................................................................................................................5

NEPAL Urban Roads Standard 2071: Concept Note iv

Figure 7: Sadak with single-side frontage.......................................................................................................5Figure 8: Width of typical Marg category of roads..........................................................................................6Figure 9: Segregated and non-segregated Cycle Lanes..............................................................................10Figure 10: Bus-stop and taxi-stand on pavement.........................................................................................12Figure 11: Ramping down of walkway and cycle lane..................................................................................16Figure 12: Layout of pedestrian refuge.........................................................................................................17Figure 13: Location of utilities.......................................................................................................................18Figure 14: location of signs, plates and restriction for billboards..................................................................20

NEPAL Urban Roads Standard 2071: Concept Note 1

DEVELOPMENT OF CONCEPT

1. OVERVIEW

Urbanization is a global phenomenon. It reflects the desire of the humankind to live progressively in more comfortable surroundings with better access to the livelihood. It is also a measure of the development a country has made. However, this process should be planned and sustainable. The benefits being enjoyed by a section of the community should not be at the cost of the rest.

Nepal is experiencing a phase of rapid urbanization. This has become a major challenge for the urban planners as well as service providers. Planned development of urban roads not only checks the growth of unruly settlements, but also facilitates systematic provision of other services without distorting the city fabric.

Urban road standards is a prerequisite for planned development of urban roads. Although, Nepal Road Standards 2027 (NRS), revised 2070, has some provisions for urban roads, as the Strategic Road Network (SRN) connecting administrative centers and industries to the major trade routes has quite different function, the NRS alone cannot address urban issues. Neither are the issues addressed by Nepal Rural Road Standards 2055, revised 2069, being focused on farm to market and farm to settlement roads.

Both the Department of Urban Development and Building Construction (DUDBC) as well as Department of Local Infrastructure Development and Agricultural Roads (DOLIDAR) have recently started to build urban roads. To address the urban issues, both of them are parallelly formulating a set of standards for urban roads. As the oldest road agency DOR has been constructing and maintaining, including urban roads until recently, through its Division Road Offices (DRO). However, so far it has been paying little attention to follow whatever standard it has for urban roads. Following the promulgation of Local Self Governance Act, the municipalities too have started to build roads following rather ad-hoc standards: depending on the mayor's view and the availability of budget. With a number of agencies mandated to construct and maintain urban roads, for equitable and sustainable development they need to share the same set of standards and adhere to it.

The purpose of SRN is quite different than that of Local Road Network and Urban Roads. Hence Highways and Feeder Roads are globally kept away from settlement area. However due to the terrain and the practice to take urban centers as obligatory points for planning of new roads, high speed roads pass through a densely populated city. Moreover, ribbon settlements along the highways have obtained legitimacy by being declared as municipality. Hence the practical option for these road stretches would be to make them compatible with both NRS or NRRS and NURS as the case maybe. For this the proposed NURS should rather supplement NRS and NRRS by filling in the policy gaps through further details as required in the urban environment.

This concept note is developed with the support of UNHABITAT to chalk-out the requisites of a possible urban roads standards with the cooperation of all concerned agencies.

Implementation of any norms has to face some challenges. The major challenge is to get land for the road and associated development. Existing legal tools of imposing the Right-of-Way limits and public acquisition of land needs to be modified and strengthened to include the state's prerogative of expropriation of private properties and land pooling. There should be a way for the city dwellers to share the financial burden of development.

2. ISSUES IN URBAN ROAD DEVELOPMENT

The major issues in our context regarding urban road development are as follows:

Allocation of space for all road users and services


Development plan sellable to funding agencies for construction and upgrading

Stakeholder coordination and consultation for developing people-centric transport systems

Road maintenance organization and finance

Traffic management to improve capacity, quality and safety of urban transport systems

Demand management for maximization of social values from network use

Promotion of certain modes for sustainability and safety concerns

Infrastructure expansion planning and appraisal

Agreeing to a common plan by the local inhabitants, the business communities and the government.

3. LEGAL AND POLICY FRAMEWORK

The relevant legal and policy provisions are as follows:

Kathmandu Valley Development Authority Act 2045

The Thirteenth Plan (2070/71-2072/73) 2014

Nepal Road Safety Action Plan (2013 – 2020), 2013

Guidelines for Works in Kathmandu Valley, 2007

National Transport Policy, 2002

The Long Term Development Concept of Kathmandu Valley (2020), 2002

Road Boards Act, 2001

Local Self Governance Act, 1998

Vehicles and Transport Management Regulations, 1996

The Study on Kathmandu Valley Urban Road Development, 1993

Public Roads Act, 1993

Vehicles and Transport Management Act, 1990

Town Development Act, 1987

Ancient Monuments Preservation Act, 1956

Consequently, a number of government agencies and local bodies are legally empowered to address the urban issues. The involvement of a large number of agencies should be taken as an opportunity rather than a hindrance for urban road development.

4. HIERARCHICAL REQUISITES

Different roads have different functions. Although all of them are important, they should have different capacity and dimensions for a good circulatory function. For this, the roads are categorized under different hierarchy elsewhere as follows. Nepal needs modify it to suit its purpose.

Classification Principal function Design speed Parking

Pedestrian Paths safe pedestrian circulation <15 prohibited

BiCycle Lanes safe bicycle circulation <30 prohibitedLocal Streets land and property access 30-40 limited


Collector Streets links Local and Arterial streets 40-50 limitedArterial Streets Intercommunity and intra-city movement 50-75 limited

Freeways Extra-city and inter-metropolitan movement >75 prohibitedTable 1: Urban road hierarchy

5. PAST ATTEMPTS

NRS standardized cross-section for 4-lane and 2-lane urban roads, as given in Figure 1, more than 40 years back. It was a radical but progressive concept at the time but was never followed.

Figure 1: Provisions made for urban roads in Nepal Road Standards 2027

A number of urban development and restoration attempts have been made in the past. The Bhaktapur Development Project is an example where the improvement of all the roads of different category within a bustling settlement has been done. In sparsely populated area, there has been many urban development projects mainly through land-pooling. Similarly, there also has been attempts for landuse zoning and setting road hierarchy. However, after some initial activity the efforts just fizzled out as the enforcement efforts were not enough and the classification could not address the local issues in a significant way.

In order to improve the urban road network within its jurisdiction, Kathmandu Valley Mapping Programme (KVMP) under Kathmandu Municipality classified urban roads in 4 categories as in Table 2. The classification is still in use as a part of the metric house numbering system. Carriageway

(m)Walkway x2

(m)UPBB Classification British Classification

KVMP Classification

3.0 Awagaman Marg Pedestrian Street Galli

6.0

10.0

3.0

2.5

8.0

3.0

3.0

2.5

8.0

10.050

.0

2.5

10.0

4.0

4.0

2.5

3.5

3.5

6.0

30.0

4-Lane

2-Lane


4.5 Awagaman Marg -Ka Access Road Marg

6.0 Awagaman Marg -Kha Access Road Marg

6.0 1.0 Awagaman Marg -Ga Local Distributor Sadak10.0 2.0 Sankalak Sadak Local Distributor Sadak

11.0 1.5 Chakra Path District Distributor Path16.0 3.0 Arterial Sadak District Distributor Path

variable 1.0 Rajmarg Primary Distributor PathTable 2: KVMP Classification of urban roads

KVMP also developed a provisional standard for urban roads summarized in Table 3. Following the dissolution of the local bodies, the standard was never formally approved. These standards need to be expanded and updated so that other issues, for example access roads and pedestrian amnesties, could also be dealt with.

Parameter Path Sadak Marg Galli

ROW for SRN roads as per NRS as per NRS

ROW for SUN roads 11.0 m 7.0 m 5.5 m 3.0 mNormal lane width 3.5 m 3.5 m 3.5 m <3.0 m

Lane width at signals 3.0 m 3.0 m 3.0 m 3.0 mCamber 2.5 % 2.5 % 3.0 % 4.0 %

Design speed 60 kmph 40 kmph 30 kmph 20 kmphMin. horizontal radius 100.0 m 50.0 m 12.5 m 6.0 m

Vertical clearance: normal 4.75 m 4.75 m 4.75 m 4.75 mVertical clearance: wires 7.0 m 7.0 m 7.0 m 4.75 m

Min. sidewalk width 2.5 m 2.5 m 2.5 m, level

Stopping sight distance 85 m 45 m 20 m 20 mIntersection with Path signal roundabout priority priority

Intersection with Sadak roundabout signal priority priorityIntersection with Marg priority priority priority priority

Intersection with Galli priority priority priority

Storm drainage: surface Tick/ covered U Tick/ covered U Tick Tick

Storm drainage: collector O-type, class II O-type, class II O-type, class IIITable 3: KVMP provisional standard for urban roads


PROPOSED STANDARDS

1. OBJECTIVES

The purpose of developing a standard for urban roads is as follows:

Provide safe, easy and comfortable roads to all users;

Minimize commuting time;

Develop a road network which is economic to build and maintain;

Enhance the environment and aesthetics;

Define location of underground and overhead services;

Facilitate for economic growth.

2. LEGAL BACKGROUND

The proposed standards for urban roads is founded on the authority provided by Kathmandu Valley Development Authority -2045 act. Consequently, the standard shall have statutory status within the area defined in the act.

3. DEFINITION

Urban Roads are the roads serving within the urban municipalities.

This implies that all the roads within municipal boundaries, including those covered by NRS and NRRS, will be urban roads and have to conform to the standards for urban roads, in addition to their respective standards.

4. GUIDING PRINCIPLES

The basis of the standards are the following guiding principles:

Equitable allocation of road space to all road users;

Segregation of road space for different modes;

Access to emergency services within 100 m;

Access to utilities to each household;

Constant monitoring of the road use by different modes;

Clause 5.1 of the act has empowered Kathmandu Valley Development Authority to formulate regulations for the physical improvement of the valley.

Nepal Roads Standards 2027 and Nepal Rural Roads Standards 2013 do not address urban mobility issues. Urban roads have different function and users than other roads. Here safety, riding quality and aesthetics are more intertwined with equitable road space distribution, saving of commuting time and economic growth of the area. Furthermore, with higher cost of land in urban areas, the efficiency of its use is of paramount importance.

In the US, area with population over 5,000 are designated as urban areas.

Considering the human and cost implications, it is neither practical to construct bypasses to many of the major traffic carriers nor possible to shift the historic city from its present position.

The guiding principles define the scope and the limitations of the guidelines. These principles complement the objectives.

The aimed Level of Service is C.


Achieve stable flow condition during peak hours;

Relaxation to these guidelines could be authorized only by the relevant ministry.

5. ROAD CLASSIFICATION

Urban Roads are categorized into the following broad classifications:

A. Path

B. Sadak

C. Marg

D. Galli

E. Padyatru Kshetra

F. Cycle Lane

5.1. Path

Functionally Path is a Primary Distributor and a part of SRN. These roads shall essentially have 4 or more separate lanes for mass-transit buses, other motorized vehicles, bicycles and pedestrian. The number and width of the lanes for each mode shall depend upon traffic volume. Any additional space shall be reserved as verge between the walkway and the building line.

The lanes for pedestrian and non-motorized traffic shall be at a different level than that for the motorized traffic: both for along the road and across the road at crossing points.

For directional segregation and future development, central median is desirable. There could be additional dividers to segregate the local traffic from through traffic in case of roads with more than 2 lanes for high-speed traffic.

Parking is allowed only when the traffic is less than 25% of the road capacity and that too only on lanes for motorized local traffic.

Several different classifications are in use elsewhere, for example: Boulevard, Avenue, Drive, Street, Road, Alley, Lane, Passage and Path in the USA and Canada; Arterial, Sub-arterial, Collector Street and Local Street in India. As the characteristics of the traffic, road geometry and road user vary from country to country, adopting a new set of nomenclature is better than redefining them.

Typically, Maitighar-Surya Vinayak section of Arniko Highway has characteristics of Path. On the other hand, Kantipath could be a Path only when bicycle tracks are laid along the road.

Any additional space could be used to extend the walkways so that kiosks or greenery could be added between walkways and bicycle track in such a way that the space taken by the road furniture on the walkway is compensated from the verge. As road furniture enhances the comfort and aesthetics, efforts will have to be made to push out the building lines.

In case of grade separation to accommodate topographical constraints, additional space will also be required for retaining structures and catch drains.


Figure 2: Typical Path with median strip (to be trimmed to provide deceleration lane) and additional space

Figure 3: Path with expressway in the middle and service roads on either side


Figure 4: Path with lanes at different grades

5.2. Sadak

Functionally Sadak is a Local Distributor and often a part of SRN. The pavement shall normally be 2 lane wide with an additional exclusive lane if a mass-transit system is to be accommodated. In case of 2-lane pavement, the buses have to share the space with other motorized transport. In some cases, even bicycles may have to share the same lanes on short stretches. However, in normal cases bicycles and pedestrian shall have separate lanes in both the directions. Pedestrian and bicycle traffic shall have exclusive priorities in their respective lanes and get higher priority than the motorized traffic at crossing points.

Figure 5: Typical Sadak cross-section

The Sadak could have a median barrier for directional segregation. Parking is allowed only when the traffic is less than 25% of the road capacity and that too only on lanes for motorized traffic except for the lanes used by mass-transit.

On the existing roads with walkways, the following variety of Sadak is possible depending upon the pavement width and bicycle traffic.

Equitable allocation of road space among road users requires cycle track on existing roads as well. Thus, Thirbum Sadak will not fall on Sadak category until cycle tracks, at same or at different level than the road pavement, is provided.

With increasing number of municipalities in Kathmandu Valley, the aim should be to upgrade all roads in lower category to Sadak. Although a minimum of 16 m wide roadway is required for Sadak, considering high pedestrian volume in rural area, and that too carrying goods, a wider walkways are would be required. Hence the proposed width of roadway for new municipalities and villages in the valley is 20 m.

Exclusivity of cycle tracks at the same level as the pavement

When the pavement width is:

<12>7 m: bicycle exclusive tracks >12>7 m: bicycle tracks shared by

vehicular traffic


Figure 6: Use of existing pavement

Figure 7: Sadak with single-side frontage

5.3. Marg

A Marg is an Access Road by function. Pedestrian and non-motorized traffic shall have priority along these roads. Motorized traffic of only the local inhabitants shall be allowed with restriction to speed, sound, high beam and emission. In order to facilitate movement of emergency vehicles, on-street parking shall be disallowed.

Most of the present roads in Marg category are a result of gradual widening of roads in Galli category and opening of motorable access along land parcel borders by property dealers to appreciate monetary value of adjoining parcels. Some of the Marg roads have been constructed following NRRS in the former villages surrounding municipalities.

The existing Marg roads are full of sharp bends and bottlenecks, most often without functional drainage system and pedestrian facilities.


The width of pavement of Marg category of roads shall be between 6.0 m to 5.5 m without walkways, and up to 4.0 m if raised walkway of minimum width (1.5 m on one or both sides) exists.

normal Marg

narrow MargFigure 8: Width of typical Marg category of roads

5.4. Galli

Historic Galli

A Galli is a pedestrian priority Access Road of width less than 4.0 m. Only the bicycles and motorcycles of the local inhabitants shall be allowed to share the road pavement with the pedestrian with restriction on speed, sound and high beam. No on-street parking is allowed to facilitate any emergency movement.

In case of gradient higher than 20%, Galli shall be provided with steps. Narrow inclined plane shall be added over the steps to facilitate towing of bicycles.

Dedicated Access

All dedicated accesses leading to a single building, whether private or public, fall under this category. The width of the accesses should be minimum 3 m.

Except for mountable kerb at the start of dedicated accesses no modification to the adjoining road or walkway (e.g.: reduction in width, increase in cross-slope) shall be allowed.

5.5. Padyatru Kshetra

Most of the present roads in Marg category are a result of gradual widening of roads in Galli category and opening of motorable access along land parcel borders by property dealers to appreciate monetary value of adjoining parcels. Some of the Marg roads have been constructed following NRRS in the former villages surrounding municipalities.

The existing Marg roads are full of sharp bends and bottlenecks, most often without functional drainage system and pedestrian facilities.

Narrow accesses hinder rescue operations in case of a disaster. Hence the aim shall be to widen existing Galli to allow free movement of four persons carrying a sick person on a stretcher. This translates into a minimum width of 2 m and a minimum inner curvature of 4R.

Galli too should be considered as roads in transition to development. Thus new Galli shall be built only as a second access for pedestrian and bicycle traffic.

With the provision of underground parking lot a pre-requisite for new buildings in commercial area, property owners are found to build parking lot with steep driveway, often encroaching the pedestrian walkway. As a result, the walkways are not wheel-chair friendly and the driveway is too steep for small cars and motorcycles requiring additional tractive force.


By Padyatru Kshetra, designated pedestrian zone shall be understood. This area is for commuting and non-commuting people on feet, slow moving designated urban transport buses as well as carts, prams and towed bicycles in limited numbers. Only emergency vehicles shall be allowed in this area. Other modes shall be allowed only during night time.

5.6. Cycle Lane

Cycle Lane shall be exclusive for bicycles. Only emergency vehicles shall be allowed in this area. Other modes including carts shall be allowed only during night time.

6. GENERAL DESIGN PRINCIPLES

Urban roads should be designed to:

provide safe, short and fast thoroughfare and access to all road users, being motor vehicles, cyclists and pedestrians;

convey clearly the primary function to road users and encourage appropriate driver behavior;

deliver traffic volumes at speeds compatible with function;

provide convenient location for services; provide an opportunity for landscaping; allow for stopping of buses and taxis, where appropriate; have due regard to topography, geology, climate, environment and heritage;

6.1. Speed

6.1.1. Relation among speeds

Cruising speed is a function of safety instead of road geometry and surface condition in urban roads. The different speeds relevant to Urban Roads are as follows.

For higher speeds in case of long distance buses and trucks, express-ways needs to be built with complete access control and grade separated pedestrian crossing as per Figure 3.

Type of Road Design speed (kmph)

Likely 85% speed (kmph)

Allowable maximum speed (kmph) Remark

Bus/ Truck Other motorized vehicles Bicycle

Path 80 85 50 40 15 Bicycle only on exclusive lane. Express-way for higher speed of bus/truck

Sadak 65 70 30 30 15 Bicycle only on exclusive lane

As the name implies, pedestrian zone should be exclusively for pedestrian. Unless in case of emergency, no police and other government vehicles shall be allowed in such area during daylight hours.

On the existing roads, bicyclists could be required to share road space with other modes. However on new roads, bicyclists shall enjoy exclusive lanes.

The appropriate design criteria for an urban road largely depend on a set of economic indicators, namely costs of construction and operation on one side, and the financial benefits to the community on another. To avoid contradiction to NRS, only the elements exclusive to urban roads are defined here.

The Design Speed is no longer referred after completion of construction. In practical terms, only speed allowable from safety point of view and cruising speed of majority of vehicles govern thereafter.


Marg 40 50 20 10 Only emergency vehicles and local inhabitant's vehicles

Galli 15 20 5 5 Only emergency vehicles and local inhabitant's vehicles

Padyatru Path 10 5 Only emergency vehiclesCycle Lane 10 15 Only emergency vehicles

Table 4: Category of roads and speeds

6.1.2. Acceleration and deceleration

When acceleration or deceleration lanes are added to right turning channel by trimming the median strip or by flaring the road width, the values should be taken as 1.5 m/s2 and 3.0 m/s2 for acceleration and deceleration respectively.

6.2. Traffic

6.2.1. Standard Vehicle

The equivalency factors and axle load limit shall be as in NRS. The standard design vehicle for urban roads are of the following dimensions:

Location Wheelbase (m) Overall Length (m)

Width (m)

Height (m)

Min. Inside Turning Radius (m)

Path, Path-Path intersections, Sadak, Path-Sadak intersections

6.5 (single wheelbase),6.7+5.9 (articulated)

12.0 (single wheelbase),18.0 (articulated)

2.5 4.5 7.3 (single wheelbase),6.5 (articulated)

Sadak-Sadak intersections, Marg, Sadak-Marg intersections, Path-Marg intersections

4.9 9.4 2.5 4.5 7.8

Galli, Path-Galli intersections, Sadak-Galli intersections, Marg-Galli intersections

2.8 4.5 1.8 3.0 4.4

6.2.2. Capacity of carriageway

On two-way undivided carriageway, the capacity is relatively independent of distribution by direction, and design is based on two-way total flows. On divided carriageway, capacity is dependent on distribution by direction and design should therefore be based on peak hour flow in the busier direction of travel.

Traffic lanes; width

Traffic flow

Capacity (PCU/hr) of road carriagewayNo frontage access, no

standing vehicles, very little cross traffic

With frontage access and high capacity intersections but no

standing vehicle

Free frontage access, parked vehicles, and heavy cross

traffic2-lane; 7.0 m 1-way 2,400 1,500 1,200

2-way 1,500 1,200 7503-lane; 10.5 m 1-way 3,600 2,500 2,0004-lane; 14.0 m 1-way 4,800 3,000 2,400

2-way 4,000 2,500 2,000Table 5: Reference traffic capacity for different road width

Median strips provide space for acceleration or deceleration. Refer Figure 2, 3 or 4.

The height and width of the standard vehicle is based on the dimensions of fire engines. The lengths are based on the existing dimensions of single wheel-base public buses and future articulated buses for mass transit.

The design should not be based on AADT but on peak hour demands to get Class C Level of service.

5.5 m and 6.0 m wide pavements do not allow stable flow even on one way roads.


6.2.3. Capacity of Cycle Lane

Traffic lanes; width (m)

Capacity in number of bicycles/hour

1-way traffic 2-way traffic

2-lane; 3.0 m 250 to 600 50 to 250

3-lane; 4.0 m >600 250 to 600

4-lane; 5.0 m >600Table 6: Reference capacity of Cycle Lane

6.3. Space

6.3.1. Carriageway

There shall be no reduction of carriageway on the bridges and culverts.

Excluding the widening at horizontal curves, shoulders, side drains and median barriers the carriageway widths should be as follows:

Road type Path(m)

Sadak(m)

Marg (m)

Galli(m)

2-way, multi-lane 3.5 /lane

3.5 /lane

6.0

1-way, 1-lane 3.75 /lane

3.75 /lane

5.5 4.0

At approach to traffic signals

3.25 /lane

3.25 /lane

3.0* /lane

3.0* /lane

Note: *exclusive of tick-type or covered side drainsTable 7: Carriageway widths

6.3.2. Cycle Lane

Separate Cycle Lanes should be provided when the peak bicycle traffic exceeds 400/hr on routes with motor vehicle traffic within 200 PCU/hr. When the motor vehicle traffic exceeds the threshold, separate Cycle Lanes are justified even if the bicycle traffic is only 100/hr.

The minimum width of Cycle Lane should be 1.2 m clear of all obstructions on each side of the road and 1.0 m away from the pavement edge. Each additional lane where required should be 1.0 m.

Cycle Lanes shall be of the following types:

A. Cycle Exclusive Lane:

a. Segregated Cycle Exclusive Lane: located on raised pavement along the road but separated from the vehicular traffic by mountable kerb

b. Non-segregated Cycle Exclusive Lane: located on the same level as the pavement for vehicular traffic but with distinctive pavement surface and delineated by continuous yellow line

There seems to be no solution to hawkers on bicycles for the time being. Although they reduce the capacity of Cycle Lanes considerably, they cannot be allowed on pavement during daylight hours for safety reason.

The carriageway width shall be as per NRS for cases other than defined in Table 7.

Even if the storm water-drain is covered or made flat, it cannot be included into carriageway width. However this space could be considered for the space taken by overhang portion of vehicles.

The 1.2 m wide lane for each direction as provisioned in NRS should be taken as absolute minimum value.

Considering the need for overtaking and frequent spillover of pedestrian onto cycle lanes, the minimum width shall be 2.0 m.

The Cycle Lane surface shall be sand sealed for evenness yet adequate roughness for traction. Precast concrete tiles are not suitable.


B. Cycle Priority Lane: located on the same level as the pavement for vehicular traffic but with distinctive pavement surface delineated by broken yellow line

C. Cycle Lane: located inside park or vacant land and away from motorable road

Figure 9: Segregated and non-segregated Cycle Lanes

6.3.3. Sidewalk

For up to 30 pedestrian per minute, 1.5 m wide sidewalk clear of trees, poles and other obstructions shall be provided on each side of the road. Beyond the volume, 0.6 m width shall be added for each additional 30 pedestrian per minute.

6.3.4. Median

Width of median is dictated by a variety of conditions, as follows:

Median as pedestrian refuge: 1.2 m;

Median strip for protection of vehicle making right turn, 4.0 m;

Minimum width of median barrier: 1.2 m;

Medians should be of uniform width in a particular section. Where deceleration or acceleration lanes are to be provided or when the roadway is to be narrowed, a transition of 1 in 15 to 1 in 20 must be provided.

If additional space than that required for pedestrian traffic is available, then kiosks, bicycle stands and slow growing trees of large girth may be located aligned to the walkway-Cycle Lane border. Space taken by such uses on the walkway shall then be compensated by equal width from the verge as shown in Figure 2.

A 4 m wide median can be trimmed to 1 m to accommodate additional acceleration or deceleration lane for the turning traffic.

A 1.2 m wide space for median barrier allows for 0.8 m wide barrier with 0.2 m on either side for road marking to warn the drivers.


6.3.5. Shoulder

Shoulders are not a part of urban roads. However where there is negligible pedestrian traffic or where from drainage considerations no raised sidewalk could be provided, shoulders are required between carriageway and property line to accommodate electric poles, traffic signs, underground service, appropriate clearance to ensure proper vehicle placement and development of full carriageway capacity.

Shoulders should be sealed with a texture rougher than the carriageway to discourage driving and parking on them. The width could be as prescribed by NRS.

6.3.6. Parking Lanes

Parking lanes width for parallel parking should be 2.5 m to 3.0 m.

6.3.7. Bus Stops

Busbays in recess shall be as specified in NRS.

In case of space constraint for the recessed stop, bus stops could be provided by covering the side drain or making it flatter and using a part of the pavement. A series of rectangles of 2.5 m width and 8.0 m long shall be marked on the pavement next to the kerb stone to indicate bus stops. Each rectangle should bear the assigned route number on which the bus is supposed to ply.

Figure 10: Bus-stop and taxi-stand on pavement

The provision of bus-stop and taxi-stand without recess shall need a yet to be defined lane marking to allow vehicles to overtake the stopped vehicle while disallow the vehicles on the adjacent lane to cross the lane line.


6.3.8. Taxi Stand

Taxi stands should preferably be located 20 m before an intersection in a 2.5 m deep recess. If space is limited, 2.0 m wide and 3.0 long space per car shall be marked on the pavement and the side drain covered.

6.4. Sight Distance

The Stopping Sight Distance, Overtaking Sight Distance and Headlight Sight Distances shall be as provisioned in NRS for corresponding design speed.

6.5. Horizontal Alignment

6.5.1. Camber and Superelevation

The recommended camber and superelevation are as follows:

Type of road Camber (%) Super-elevationMin Max

Path 2.0 as per NRSSadak 2.5 as per NRSMarg 3.0 5.0Galli 4.0 6.0Padyatru Kshetra

3.0 5.0

Cycle Lane 2.0 4.0Table 8: Camber and superelevation for urban roads

6.5.2. Setback

In order to provide the drivers adequate stopping sight distance, it needs to be ensured that any physical objects on the inside of horizontal curves do not restrict it. The obstruction includes trees and poles as well. The NRS may be referred to calculate the set-back.

6.5.3. Clearance to structure

Any poles or other structures on walkways flanking the road or the central median shall be 1.0 m away from the pavement edge. However, this provision should not encroach into the designated area for other road users. The walkway and Cycle Lane needs to be widened from their minimum value to accommodate electric pole, flag stands and telephone cabinets.

6.5.4. Transition curve

When a vehicle traveling on a straight road shifts to a tangential circular path, it experiences jerk because of the sudden centripetal acceleration starting at the tangent point. The severity of the jerk increases with the speed of vehicle. Transition curves are provided to gradual introduction of the super elevation and extra widening of carriageway needed at the horizontal curves.

The NRS may be referred to determine the minimum length of such curves, rate of change of super elevation and ways to introduce it.

Taxi stand shall be located where they do not obstruct accesses, turning traffic and visibility.

Except for high-speed roads of Path category, camber for hydroplaning purpose supersede superelevation requirements to counteract centrifugal force at curves. Higher camber also means less maintenance. Nevertheless, too high camber prompting drivers to move towards the pavement center and camber in wrong direction than the required superelevation are always to be avoided.


6.5.5. Widening of carriageway on curves

At horizontal curves, it is necessary to widen the carriageway to provide for safe passage of vehicles. In addition to the conventional mechanical widening to compensate tracking of the rear wheels and psychological effect of narrowing road, additional widening is required to prevent hitting due to long rear overhang of the buses and trucks.

The NRS may be referred to determine the minimum width of such extra-widening and ways to introduce it.

6.6. Vertical Alignment

Vertical alignment in urban areas is governed by the need to match building line and entrance line levels and levels of intersections and median openings.

6.6.1. Gradient

The gradient should ideally be within 0.5% to 4.0% and never higher than 7%. In the road sections with gradient higher than 4%, compulsory stopping device such as traffic signal or zebra crossings shall not be provided.

When the gradient exceeds the maximum value, the road shall either be replaced with steps rendering it unusable even for motorcycles and bicycles or the alignment needs to be changed.

6.6.2. Vertical curves

Summit curves in urban areas should be designed for safe stopping sight distance and they should be coordinated with horizontal curvature. Valley curves on unlit urban roads should be such that for night travel the headlight beam distance is the same as the SSD.

The NRS may be referred for type of vertical curve, way to introduce them and to determine the minimum length of curve in relation to SSD.

6.6.3. Vertical clearance

Except for road under pedestrian bridges and wires, a vertical clearance of 5.5 m as per NRS shall be necessary only for Path and Sadak category of roads. For Marg and Galli roads, 4.0 m clearance is adequate for light commercial vehicles and emergency vehicles.

6.6.4. Road level

The practice of adding layers upon layers of pavement periodically over the old surface shall be discontinued. The level of pavement, sidewalk and verges once fixed shall remain the same for a minimum of 50 years.

For the same reason the pavement at intersections need to be widened. The widened section should be out of way of the adjoining lane. The design speed shall be taken as 30 kmph at intersections.

The minimum limit is governed by drainage considerations and the maximum limit is governed by ease to attain the allowable maximum speed within 2 seconds after stopping at the signals and same-grade pedestrian crossings.

Without strengthening the underlying layer, an asphalt overlay merely seals the surface to a limited time without adding to its strength and elasticity. Soon the underlying cracks are reflected on the new overlay. The practice also causes drainage problem and steepens the grade of accesses to the adjacent properties.Preferably, the pavement surface shall either be sand sealed periodically to prevent cracking or dug out and re-laid to the original level during rehabilitation.


6.6.5. Height of kerbs

NRS shall be referred for the shape and size of the kerb stones. The following types are recommended:

Barrier type: Built-up areas adjacent to footpaths with considerable pedestrian traffic: to get a grade separation of 200 mm than the road pavement; Median and channelizing islands where pedestrian should not have access.

Semi-barrier type: Within the roadway at mountable islands, pedestrian refuse and to separate Cycle Lane or where motorable access to the abutting property is to be given: to get a grade separation of 100 mm than the road pavement;

Mountable type: To ramp down the edge of Cycle Lane or walkways to facilitate wheel chairs and the physically challenged road users: to get a grade separation of 50 mm than the road pavement.

6.6.6. Co-ordination of horizontal and vertical alignments

Horizontal and vertical alignments should be designed considering the effect on one on the other. Following broad principles should be followed in alignment co-ordination:

The degree of curvature should be in proper balance with the gradients. Straight alignment or flat horizontal curves at the expense of steep or long grades, or excessive curvature in a road with flat grades, should be avoided;

Vertical curve superimposed upon horizontal curve gives a pleasing effect. The length of horizontal curve should be equal or longer than the vertical curve;

For safety reason, sharp horizontal curves should be avoided at or near the apex of pronounced vertical curves;

Sharp horizontal curve after a long stretch should be avoided.

6.7. Road Crossings

6.7.1. At grade crossings

The Traffic Signs Manual 1997 (TSM) has defined two types of at-grade crossings: conventional zebra where pedestrian gets the priority and dashed zebra at signalized intersections where priority is defined by the traffic signal. The locations and conditions for such crossings shall follow the TSM.

To enforce the crossings, especially during peak traffic hours, pedestrian actuated signals shall be installed.

6.7.2. Overpass

Along heavily trafficked Path and Sadak category of urban roads overhead pedestrian crossings shall be provided under the following conditions:

If stopping of vehicular traffic for more than 15 seconds results in locking of preceding intersections;

If stopping at at-grade crossings significantly reduce the cruising speed of long distance traffic.

The width of the overhead walkway shall be designed as for normal walkway. The rise of the stair shall not be more than 150 mm and tread shall be about 300 mm wide. There shall be a continuous track along the


staircases for towing bicycles up and down the bridge. An overpass at an intersection shall preferably have staircase to all the road legs meeting at the intersection.

6.7.3. Underpass

At the Path-Path and Sadak-Path intersections where the pedestrian and wheelchair-bound traffic volume is higher than 100 per minute for more than an hour pedestrian underpass shall be constructed. The minimum width shall be as follows:

5.0 m wide and 2.5 m high for pedestrian exclusive underpass

6.5 m wide and 2.5 m high for pedestrian-cum-cycle underpass

7.0 m wide and 4.0 high for underpass combined with underground shopping centres

The entry to the underpass shall be wheelchair-friendly with maximum 9% longitudinal gradient. In case of stair, the rise shall not be more than 150 mm and tread shall be about 300 mm wide.

The underpass for motorized vehicles shall be as provisioned in NRS.

6.8. Provision for the Special Users

Special provision shall be made for the following road users:

Pedestrian with vision impairment Pedestrian with hearing impairment Wheel-chair bound road users Parents with pram Small children Senior citizens with walking stick

6.8.1. Ramped Sidewalks

The walkways and cycle lanes shall be ramped down to the level of mountable kerb at 7% at level pedestrian crossings.


Figure 11: Ramping down of walkway and cycle lane

6.8.2. Tactile paving

Tactile paving is done with two different tiles of size 300 mm x 300 mm with 5 mm thick profile as follows.

Dotted tile where it is required to stop or change the direction of movement Long profile tiles where there is no hindrance to walking Tactile tiles are paved 300 mm on the inner side of walkway edge (kerb line)

6.8.3. Signal with buzzer

Traffic signals and pelican signals shall be provided with buzzer so that a beeping signal is emitted when the pedestrian signal is green.

6.8.4. Pedestrian refuge

On all roads with 4 or more lanes, pedestrian refuge islands shall be built along the center line and flanking the level crossing. The height of the island should be 100 mm and shall have a roughened top to deter vehicles against driving on them.

Figure 12: Layout of pedestrian refuge

6.9. Location of Utilities

The utilities should fulfill the following condition:

At depth from 0.5 m to 2.0 m for its own safety and to avoid heavy relocation costs later on;

At a minimum height of 5.0 m to allow safe movement of emergency vehicles

Underground utilities not located under road pavement to avoid traffic detour during servicing and for safety concerns

Minimization of poles and use of underground duct for aesthetics


6.9.1. Water pipes

The water mains shall be at 1.0 m depth below the walkway or the median strip. The house connection could be at 0.5 m depth.

6.9.2. Electrical lines

The overhead electrical lines shall be at least 5.5 m above the road pavement when along the road and 6.0 m above at road crossings with the poles at the inner edge of the walkways or on the median strip. The underground electric cable should be at least 2.0 m from the building line and at 1.5 m depth under the walkways or the median strip.

6.9.3. Other cable lines

The overhead cables other than that for electricity (telephone, data, TV, etc) shall be at least 5.0 m above the pavement level when along the road and 5.5 m above at road crossings on the same poles as that for electricity. The poles shall be erected at the inner edge of the walkways or on the median strip. The underground cable ducts should be 1.0 m from the building line and at 1.0 m depth under the walkways or the median strip.

Figure 13: Location of utilities

6.9.4. Provision for future utilities

Class III concrete pipes shall be laid under the roads of Path and Sadak category at Path-Path, Path-Sadak and Path-Marg intersections for future utilities without disturbing the road surface. Separate pipes shall be required for electric cable, other cables and water mains.

6.9.5. Side drain

Side drains along the pavement edge shall be "tick" shaped. The collector drains under the walkways could either be of concrete pipes or covered U channel.


6.10. Traffic Management Elements

6.10.1. Hump for traffic calming

A speed hump is a raised area across the roadway pavement. For a height of 100 mm, the width is about 4.0 m, that is, the gradient is limited to 5%. This can reduce the speed of a cruising vehicle by 20 kmph and help bring it to safe range. Any increase in height and decrease in width can result severe discomfort to the passenger, damage the vehicle and cause loud noise.

Speed humps are recommended only on streets where the speed limit is up to 50 kmph (roads in Sadak, Marg and Galli category) and are not considered appropriate where the 85th percentile speed is more than 70 kmph (i.e, Path category).

6.10.2. Rumble Strips for traffic calming

Strips of height 25 mm to 50 mm and width up to twice the height, cause a tactile vibration and audible rumbling transmitted through the wheels into the vehicle interior. The applications are as follows:

Along the direction of travel following an edge line or centerline, to alert drivers when they drift from their lane. Gaps needs to be made in the strip to ease surface runoff.

Across the direction of travel, to warn drivers of a stop or slowdown ahead, or of an approaching danger spot. Seven strips at 50 m, 35 m, 25 m, 16 m, 9 m, 4 m and 1 m towards the direction of the warning needs to be laid.

As the effect of the rumbles is more pronounced with higher speed, the strips are recommended for roads of Path category and straight sections of Sadak category in the urban area.

6.10.3. Signs for traffic management

TSM has defined three categories of traffic signs. Due to cost and space considerations the priority should be in the order: Regulatory > Information > Warning. Except for the following details, TSM shall be followed.

Except for "on approaches to junction (C24)", and for road works, signs shall be installed with the bottom at a height of 2.0 m from the road edge. The height of the signs plate shall be 450 mm;

On approaches to junction (C24) sign shall be installed with the bottom of the sign at a height of 5.5 m from the road edge. The size of the sign plate is determined by the text on it.

The temporary signs for road works shall be erected with the bottom of the sign at a height of 300 mm from the ground level.

6.10.4. Road markings

The following additions to that prescribed in the TSM shall apply for road markings:

Dotted yellow line to delineate bicycle priority lane

Dotted yellow line to delineate stopping place for bus and taxi where recess cannot be provided

Continuous yellow line to delineate bicycle exclusive lane

Parallel dotted and continuous white lines to indicate lane crossing is allowed only from the dotted side


6.10.5. Road name plate

Road Name Plate shall follow "at the junction (C25)" in the TSM. The names and the corresponding spelling shall be as ascertained by the respective municipality council. The size of the name plate shall be as determined by the text on it. It shall be installed, preferably on buildings, with the bottom of the plate at a height of 2.0 m from the road edge.

6.10.6. House number plate

The house number plate shall be as obtained from the corresponding municipality. It shall be installed with the bottom of the plate at a height of 1.5 m from the road edge.

6.10.7. Restriction on commercial sign boards

For easy reading of the signs and signals, no other signs and advertisement boards, on the existing structure or separately, shall be allowed in the following area: From 1.5 m to 3.0 m from the road edge From 5.0 m to 7.0 m from the road edge

Figure 14: location of signs, plates and restriction for billboards

6.11. Street lighting

Referring to the standards set by Los Angeles Department of Public Works, the following illumination standards are recommended. To avoid cluttering, number of additional poles shall be minimized by using existing utility poles and buildings. To keep the costs low, instead of conventional mercury vapor and metal halide lamps, fluorescent tubular and LED lamps shall be chosen.

Location Average luminous flux on pavement (Lux)

Uniformity Ratio (Eav /Emin)

Mounting height (m)

Path 6 3 >9<10Sadak 4 4 >7.5<9Marg 3 6 >7.5<9Path-Path intersection 18 3 >9<10Path-Sadak intersection 13 3 >9<10Sadak-Sadak intersection 12 4 >7.5<9


Sadak-Galli intersection 10 4 >7.5<9Galli-Galli intersection 8 6 >5<6Stairways 4 4Cycle Lane 10 4 >4<5Padyatru Path 4 4 >3<4Bus stop area 25 3 >3<4Pedestrian underpass 10 4Table 9: Illumination requirements

NURS: Nepal Urban Roads Standard 2071

Documents

Transcript of NURS: Nepal Urban Roads Standard 2071